Safe vertical take-off and landing aircraft payload distribution and adjustment

ABSTRACT

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft can be sensitive to uneven weight distributions, e.g., the payload of an aircraft is primarily loaded in the front, back, left, or right. When the aircraft is loaded unevenly, the center of mass of the aircraft may shift substantially enough to negatively impact performance of the aircraft. Thus, in turn, there is an opportunity that the VTOL may be loaded unevenly if seating, luggage placement, and/or positions of internal components are not coordinated. Among other advantages, dynamically assigning the payloads and adjusting components of the VTOL aircraft can increase VTOL safety by ensuring the VTOL aircraft is loaded evenly and meets all weight requirements; can increase transportation efficiency by increasing rider throughput; and can increase the availability of the VTOL services to all potential riders.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of pending U.S. patentapplication Ser. No. 16/178,506 titled “Safe Vertical Take-Off andLanding Aircraft Payload Assignment,” filed Nov. 1, 2018, now U.S. Pat.No. 10,752,363 which claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/581,627, titled “VTOL Passenger Aircraft,” filedNov. 3, 2017. These applications are incorporated by reference in theirentirety.

BACKGROUND

The present disclosure relates to aviation transport, and specifically,to dynamic vertical take-off and landing (VTOL) aircraft payloadassignment.

There is generally a wide variety of modes of transport available withincities. People may walk, ride a bike, drive a car, take public transit,use a ride sharing service, and the like. However, as populationdensities and demand for land increase, many cities are increasinglyexperiencing problems with traffic congestion and the associatedpollution. Consequently, there is a need to expand the available modesof transport in ways that may reduce the amount of traffic withoutrequiring the use of large amounts of land.

Air travel within cities has been limited compared to ground travel. Airtravel can have a number of requirements making intra-city air traveldifficult. For instance, aircraft can require significant resources suchas fuel and infrastructure (e.g., runways), produce significant noise,and require significant time for boarding and alighting, each presentingtechnical challenges for achieving larger volume of air travel withincities or between neighboring cities. However, providing such air travelmay reduce travel time over purely ground-based approaches as well asalleviate problems associated with traffic congestion.

Vertical take-off and landing (VTOL) aircraft provide opportunities toincorporate aerial transportation into transport networks for cities andmetropolitan areas. VTOL aircraft require much less space to take-offand land relative to traditional aircraft. In addition, developments inbattery technology have made electric VTOL aircraft technically andcommercially viable. Electric VTOL aircraft may be quieter than aircraftusing other power sources, which further increases their viability foruse in built-up areas where noise may be a concern.

SUMMARY

Some embodiments relate to dynamic payload assignment for verticaltake-off and landing (VTOL) aircraft. A vertical take-off and landing(VTOL) aircraft transport request is received, the request identifying arider. A weight estimate of a payload associated with the rider isreceived. The payload associated with the rider is assigned to a VTOLaircraft based on the weight estimate and weight distribution criteriafor the VTOL aircraft. A weight update of the payload associated withthe rider is received. The payload associated with the rider isreassigned based on the weight update and the weight distributioncriteria.

In one embodiment, payload information for a vertical take-off andlanding (VTOL) aircraft is received. The payload information includes aweight and assigned location of one or more payload items. Weightdistribution criteria for the VTOL aircraft is retrieved from a datastore. An adjustment of a weight distribution of an internal componentof the VTOL aircraft is determined based on the payload information andthe weight distribution criteria. An instruction is sent to an actuatorto change the weight distribution of the internal component according tothe determined adjustment.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 illustrates a computing environment associated with an aviationtransport network, according to an embodiment.

FIG. 2 illustrates the transport services coordination system, accordingto an embodiment.

FIG. 3 illustrates the payload module, according to an embodiment.

FIG. 4 is an illustration of riders and their luggage being voluntarilyweighed on a scale, according to an embodiment.

FIG. 5 illustrates an electric VTOL aircraft, according to anembodiment.

FIG. 6 is a schematic diagram of seat positions in a VTOL aircraft,according to an embodiment.

FIG. 7 illustrates views of the seat positions illustrated in FIG. 6,according to an embodiment.

FIG. 8 is a flow chart illustrating a method for dynamically assigningpayloads associated with riders to VTOL aircraft, according to anembodiment.

FIG. 9 is a flow chart illustrating a method for adjusting internalcomponents of a VTOL aircraft, according to an embodiment.

FIG. 10 is a high-level block diagram illustrating an example computersuitable for use within the computing environment.

The figures depict various embodiments of the present disclosure forpurposes of illustration only. One skilled in the art will readilyrecognize from the following discussion that alternative embodiments ofthe structures and methods illustrated herein may be employed withoutdeparting from the principles of the disclosure described herein.

DETAILED DESCRIPTION

In the following description of embodiments, numerous specific detailsare set forth in order to provide more thorough understanding. However,note that the embodiments may be practiced without one or more of thesespecific details. In other instances, well-known features have not beendescribed in detail to avoid unnecessarily complicating the description.

Embodiments are described herein with reference to the figures wherelike reference numbers indicate identical or functionally similarelements. Also in the figures, the left most digits of each referencenumber corresponds to the figure in which the reference number is firstused.

Vertical take-off and landing (VTOL) aircraft can provide opportunitiesto incorporate aerial transportation into transportation networks forcities and metropolitan areas. However, VTOL aircraft are weightsensitive. In particular, VTOL aircraft can be sensitive to unevenweight distributions, e.g., the payload of an aircraft is primarilyloaded in the front, back, left, or right. When the aircraft is loadedunevenly, the center of mass of the aircraft may shift substantiallyenough to negatively impact performance of the aircraft. Because eachrider may have or may not have personal items such as luggage, thepayload associated with each rider may be highly variable. Thus, inturn, there is an opportunity that the VTOL may be loaded unevenly ifseating, luggage placement, and/or positions of internal components arenot coordinated.

To accommodate this, weight estimates of payloads associated with ridersrequesting transportation can be received to facilitate safe loading ofVTOLs. For example, a rider may optionally allow (or alternativelyprevent) payload information to be provided to a transport servicescoordination system (e.g., system 115 in FIG. 1). The transport servicescoordination system can assure that rider-to-VTOL assignments result inthe VTOL's weight distribution criteria being within safe operationalranges. Riders can be assigned to a VTOL aircraft based on weightestimates of payloads associated with the riders and weight distributioncriteria of the VTOL aircraft. Prior to take-off, weight updates of thepayloads can be received and result in payload adjustments. Furthermore,the positions of internal components, such as seats, cooling fluid,etc., can be adjusted to satisfy the weight distribution criteria of theVTOL aircraft. Among other advantages, dynamically assigning thepayloads and dynamically adjusting components of the VTOL aircraft canincrease VTOL safety by ensuring the VTOL aircraft is loaded evenly andmeets all weight requirements; can increase transportation efficiency byincreasing rider throughput; and can increase the availability of theVTOL services to all potential riders.

Example System Environment

FIG. 1 illustrates a computing environment 100 associated with anaviation transport network, according to an embodiment. In theembodiment shown in FIG. 1, the computing environment 100 includes atransport services coordination system 115, a set of vertical take-offand landing (VTOL) aircraft 120 a, 120 b, a set of hub managementsystems 130 a, 130 b and a set of client devices 140 a, 140 b, 140 c allconnected via a network 170. Where multiple instances of a type ofentity are depicted and distinguished by a letter after thecorresponding reference numeral, such entities shall be referred toherein by the reference numeral alone unless a distinction between twodifferent entities of the same type is being drawn. In otherembodiments, the computing environment 100 contains different and/oradditional elements. In addition, the functions may be distributed amongthe elements in a different manner than described.

The transport services coordination system 115 coordinates transportservices for a set of VTOL hubs. The transport services coordinationsystem 115 pairs riders who request transport services (riders) withspecific VTOL aircraft 120. The transport services coordination system115 may also interact with ground-based transportation to coordinatetravel services. For example, the transport services coordination system115 may be an extension of an existing transport services coordinator,such as a ridesharing service.

In one embodiment, the transport services coordination system 115 treatsa journey involving a VTOL aircraft 120 as having three legs: (1) fromthe rider's initial location to a first hub; (2) from the first hub to asecond hub in a VTOL; and (3) from the second hub to the rider'sdestination. The first and third legs may be walking or provided byground transportation, such as a ride-sharing service. The transportservices coordination system 115 provides routing information to VTOLaircraft 120, such as what time to leave a current hub, which hub to flyto after departure, way points along the way, how long to spend chargingbefore departure or on arrival, and the identity of individuals tocarry. The transport services coordination system 115 may also directcertain VTOL aircraft 120 to fly between hubs without riders to improvefleet distribution (referred to as “deadheading”). Various embodimentsof the transport services coordination system 115 are described ingreater detail below, with reference to FIG. 2.

The VTOL aircraft 120 are vehicles that fly between hubs in thetransport network. A VTOL aircraft 120 may be controlled by a humanpilot (inside the vehicle or on the ground) or it may be autonomous. Inone embodiment, the VTOL aircraft 120 are battery-powered aircraft thatuse a set of propellers for horizontal and vertical thrust. Theconfiguration of the propellers enables the VTOL aircraft to take-offand land vertically (or substantially vertically). For convenience, thevarious components of the computing environment 100 will be describedwith reference to this embodiment. However, other types of aircraft maybe used, such as helicopters, planes that take-off at angles other thanvertical, and the like. The term VTOL should be construed to includesuch vehicles.

A VTOL aircraft 120 may include a computer system that communicatesstatus information (e.g., via the network 170) to other elements of thecomputing environment 100. The status information may include currentlocation, current battery charge, potential component failures, and thelike. The computer system of the VTOL aircraft 120 may also receiveinformation, such as routing information and weather information.Although two VTOL aircraft 120 are shown in FIG. 1, a transport networkcan include any number of VTOL aircraft.

A hub management system 130 provides functionality at a hub in thetransport network. A hub is a location at which VTOL aircraft 120 areintended to land (and take-off). Within a transport network, there maybe different types of hub. For example, a hub in a central location witha large amount of rider throughput might include sufficientinfrastructure for sixteen (or more) VTOL aircraft 120 to simultaneously(or almost simultaneously) take off or land. Similarly, such a hub mightinclude multiple charging stations for recharging battery-powered VTOLaircraft 120. In contrast, a hub located in a sparely populated suburbmight include infrastructure for a single VTOL aircraft 120 and have nocharging station. The hub management system 130 may be located at thehub or remotely and be connected via the network 170. In the lattercase, a single hub management system 130 may serve multiple hubs.

In one embodiment, a hub management system 130 monitors the status ofequipment at the hub. For example, if there is a fault in a chargingstation, the hub management system 130 may automatically report that itis unavailable for charging VTOL aircraft 120 and request maintenance ora replacement. The hub management system 130 may also control equipmentat the hub. For example, in one embodiment, a hub includes one or morelaunch pads that may move from a takeoff/landing position toembarking/disembarking position. The hub management system 130 maycontrol the movement of the launch pad (e.g., in response toinstructions received from transport services coordination system 115and/or a VTOL aircraft 120).

The client devices 140 are computing devices with which riders mayarrange transport services within the transport network. Although threeclient devices 140 are shown in FIG. 1, in practice, there may be manymore (e.g., thousands or millions of) client devices connected to thenetwork 170. In one embodiment, the client devices 140 are mobiledevices (e.g., smartphones, tablets, etc.) running an application forarranging transport services. A rider provides a pickup location anddestination within the application and the client device 140 sends arequest for transport services to the transport services coordinationsystem 115. Alternatively, the rider may provide a destination and thepickup location is determined based on the rider's current location(e.g., as determined from GPS data for the client device 140).

Regardless of how they are generated, the transport servicescoordination system 115 determines how to service transport requests. Inone embodiment, a transport request can be serviced by a combination ofground-based and aerial transportation. The transport servicescoordination system 115 sends information about how the request will beserviced to the rider's client device (e.g., what vehicle the ridershould get into, directions on where to walk, if necessary, etc.).Various embodiments of how the transport services coordination system115 services transport requests are described in greater detail below,with reference to FIG. 7.

The network 170 provides the communication channels via which the otherelements of the networked computing environment 100 communicate. Thenetwork 170 can include any combination of local area and/or wide areanetworks, using both wired and/or wireless communication systems. In oneembodiment, the network 170 uses standard communications technologiesand/or protocols. For example, the network 170 can include communicationlinks using technologies such as Ethernet, 802.11, worldwideinteroperability for microwave access (WiMAX), 3G, 4G, code divisionmultiple access (CDMA), digital subscriber line (DSL), etc. Examples ofnetworking protocols used for communicating via the network 170 includemultiprotocol label switching (MPLS), transmission controlprotocol/Internet protocol (TCP/IP), hypertext transport protocol(HTTP), simple mail transfer protocol (SMTP), and file transfer protocol(FTP). Data exchanged over the network 170 may be represented using anysuitable format, such as hypertext markup language (HTML) or extensiblemarkup language (XML). In some embodiments, all or some of thecommunication links of the network 170 may be encrypted using anysuitable technique or techniques.

Transport Services Coordination

FIG. 2 illustrates the transport services coordination system 115,according to an embodiment. The transport services coordination system115 services requests for transport services from riders by pairing themwith itineraries. An itinerary is a set of one or more interconnectedtravel legs that collectively begin at an origin specified in a requestand end at a destination specified in the request. The legs may beentirely ground-based (including walking) or involve one or moreVTOL-serviced legs. In the embodiment shown in FIG. 2, the transportservices coordination system 115 includes a rider profile store 210, ahub data store 220, a VTOL data store 230, a demand data store 240, arequest processing module 250, a departure determination module 260, adeadheading module 270, a demand update module 280, a payload module290, a payload assignment module 295, and a component adjustment module297. In other embodiments, the transport services coordination system115 contains different and/or additional elements. In addition, thefunctions may be distributed among the elements in a different mannerthan described.

The rider profile store 210 is one or more computer-readable mediaconfigured to store rider profile data according to user permissions. Inone embodiment, each rider sets up a rider profile with the transportservices coordination system 115 (e.g., using an app running on a clientdevice 140). In one embodiment, a rider profile includes an identifierof the rider (e.g., a unique ID number) and information provided by therider, such as a name, expected payload, payment information (e.g., acredit card to which fees for transport services should be charge), aprofile picture, and the like. The rider profile may also includepreferences, such as availability of Wi-Fi on VTOL aircraft 120, apreferred direction for seats to face, and the like.

The hub data store 220 is one or more computer-readable media configuredto store information about the hubs in the transport network. In oneembodiment, the information about a given hub includes: an identifier ofthe hub (e.g., a name or ID number), a location (e.g., latitude andlongitude, GPS coordinate, etc.), the number of VTOL launch pads at thehub, and the number of VTOL storage bays at the hub, the number ofcharging stations available at the hub (which may be zero). In otherembodiments, the information about a given hub may include different oradditional information.

The VTOL data store 230 is one or more computer-readable mediaconfigured to store information about the VTOL aircraft 120 available inthe transport network. In one embodiment, the information about a givenVTOL aircraft 120 includes: an identifier of the VTOL (e.g., a name orID number), a current (or most recently reported) location, the numberof seats available to riders, a maximum payload weight capacity, amaximum flight length, a current (or most recently reported) batterylevel, a current destination hub, a list of currently assigned riders, alist of riders currently aboard, and the like. Current information suchas location, battery level, and riders currently aboard may be providedby a computer system aboard the VTOL aircraft 120 or may be reported bya hub management system 130 when the VTOL aircraft takes off from thecorresponding hub and then estimated based on a time since departure.For example, the current battery charge of the VTOL aircraft 120 may beestimated by assuming it depletes at an expected rate.

The VTOL data store 230 may store weight distribution criteria for VTOLaircraft 120 available in the transport network. In some embodiments,each VTOL aircraft 120 is associated with weight distribution criteriato enable assignments of riders and luggage to VTOL aircraft 120 thatavoid excessively uneven weight distributions that may cause operationalor safety problems. The weight distribution criteria can include amaximum weight threshold and a weight distribution threshold.

The demand data store 240 is one or more computer-readable mediaconfigured to store information about demand for VTOL transport services(demand data). In various embodiments, the demand data includes anexpected number of riders for each pair of hubs in the transport networkin a given time period. For example, the demand data might indicate thatten riders per hour are expected to travel from Hub X to Hub Y, whileonly four riders an hour are expected to travel from Hub Y to Hub X.

The expected number of riders between two hubs may be an overallaverage. Alternatively, the demand data store 240 may store multiplevalues for each pair of hubs corresponding to different time periods,such as one value for each hour of the day. The demand data may alsodistinguish between weekends and weekdays, different days of the week,different months of the year, etc., storing different sets of values foreach. For example, for a given hub, the demand data might include anexpected number of riders for each hour of the day on weekdays and eachhour of the day on weekends.

The request processing module 250 processes requests for transportservices from riders and pairs those riders with itineraries. In variousembodiments, a rider requests transport services using a client device140 (e.g., via an app). The request includes an origin and adestination. The origin may be entered by the rider or determined fromthe location of the client device 140 (e.g., as established from GPSdata). In some embodiments, the request is an explicit request for VTOLtransport services. The request processing module 250 establishes anitinerary for the rider, which may include a single ground-based leg ora pair of ground-based legs either side of a VTOL leg. In someinstances, one or both of the ground-based legs on either side of a VTOLleg may be omitted (e.g., an itinerary may be from one hub to another).In other embodiments, itineraries may include additional legs. Forexample, an itinerary might include two VTOL legs with a “layover” at ahub in between.

In one embodiment, the request processing module 250 determines aground-based itinerary and a VTOL itinerary and selects the VTOLitinerary if it is predicted to save more than a threshold amount oftime relative to the ground-based itinerary (e.g., 40%). In someinstances, the fastest VTOL itinerary might not depart from the hubnearest the origin or arrive at the hub nearest the destination. Forexample, traffic or road layout may make traveling from the origin to ageographically close departure hub take longer than reaching a hub thatis further away, or there may not be a VTOL aircraft 120 available atthe nearest hub, etc. Therefore, the request processing module 250 mayconsider each departure hub and arrival hub within a threshold distanceof the origin and destination, respectively, and determine an itineraryfor each. The itinerary with the earliest arrival time at thedestination may then be selected. If the rider's profile includespreferences, a penalty may be applied to itineraries that do not complywith those preference. For example, if the rider prefers forward-facingseats, the shortest itinerary might be rejected if it includes a legwith a backward-facing seat and a slightly longer itinerary with allforward-facing seats is available. In other embodiments, other ways ofpairing riders with itineraries may be used.

Regardless of how the itinerary is generated and selected, the requestprocessing module 250 sends itinerary information to the rider (e.g., tothe rider's client device 140). In one embodiment, the itineraryinformation for a VTOL-serviced request identifies a ground-basedvehicle that will pick the rider up at their origin (or instructs therider to walk to the departure hub), identifies a VTOL aircraft 120 therider should board, and identifies a ground-based vehicle that will dropthe rider off at their destination (or instructs the rider to walk tothe destination from the arrival hub). In the case of one or more of thelegs being walking legs, the rider's client device 140 may providewalking directions to the rider. In another embodiment, the precise VTOL120 or ground-based vehicle that will service the second and third legof the itinerary, respectively, may not be identified until the rider isen route. For example, the request processing module 250 may notidentify the specific ground-based vehicle that will pick the rider upat the arrival hub until the VTOL-serviced leg is underway. Among otheradvantages this may allow greater flexibility in the transport networkand greater rider throughput.

The request processing module 250 also sends instructions to the vehicleor vehicles that will service the itinerary. In one embodiment, for aVTOL leg, the request processing module 250 sends information about therider (e.g., the rider's identity, a picture of the rider, etc.) as wellas an expected boarding time for the rider and the destination hub to acomputer-system of the VTOL aircraft 120. If the VTOL aircraft 120 isnot already located at or en route to the departure hub, the requestprocessing module 250 may also direct the VTOL aircraft to go to thathub (e.g., as a deadhead flight or with less than a full complement ofriders). Alternatively, the information may be sent to a client device140 associated with the pilot of the VTOL aircraft 120 (assuming it hasone).

For ground-based legs, the request processing module 250 may similarlysend instructions to a ground-based vehicle (or a client device 140associated with the driver of the vehicle) identifying the rider as wellas pick-up and drop-off locations. Alternatively, the request processingmodule 250 may send out an invitation to one or more vehicles (or driverclient devices 140) to provide the transport services. In this case, therider is paired with a vehicle for which the driver accepts theinvitation. For example, the first leg of an itinerary from a rider'sorigin to the departure hub may be serviced by a car via a ridesharingservice.

The payload module 290 provides weight estimates and weight updates forpayloads associated with riders. Weight estimates and weight updates maybe referred to as payload information. These weight values may be usedto assign and reassign payloads associated with riders to VTOL aircraft120. When the rider arrives at the departure hub, the rider beings theboarding process. The boarding process may include verifying informationabout the rider, including confirming the weight for the payloadassociated with the rider. The weight of the payload associated with therider may be used to more accurately forecast the amount of batterypower the VTOL flight will require and also, as further described below,help ensure that the VTOL aircraft 120 is not excessively unbalanced(e.g., with heavier luggage all located on the same side of the VTOLaircraft). The payload module 290 is further described with reference toFIG. 3.

The payload assignment module 295 dynamically assigns riders to VTOLaircraft 120 who have been paired with VTOL itineraries (a VTOLitinerary paired with a rider may be referred to as VTOL transportrequest). Specifically, the payload assignment module 295 assigns ridersand their luggage to VTOL aircraft 120 and to positions within theaircraft VTOL 120 This may allow greater flexibility and networkthroughput efficiency within a transportation network. Among otherfactors, the payload assignment module 295 provides assignments topayloads associated with riders based on weight distribution criteria.For safety, each VTOL aircraft 120 is associated with weightdistribution criteria to ensure the aircraft is not overweight or thatits weight is not excessively unevenly distributed. The weightdistribution criteria can include a maximum weight threshold and aweight distribution threshold.

The maximum weight threshold defines a maximum total payload weight of aVTOL aircraft 120. If the total payload weight of a VTOL aircraft 120exceeds the maximum weight threshold of the aircraft, the aircraft maybe unsafe to take-off. For example, if a VTOL aircraft 120 has a maximumweight threshold of 500 pounds (lbs.) and the total weight of the ridersand their luggage aboard the aircraft is greater than 500 lbs., theaircraft may be unsafe for take-off. The weight distribution thresholddefines the weight distribution limits of a VTOL aircraft 120. Forexample, the weight distribution threshold may define a safe range ofpositions for the center of gravity of the VTOL aircraft 120. If thedistribution of the totally payload weight of a VTOL aircraft 120exceeds the weight distribution threshold of the aircraft, the aircraftmay be unsafe to take-off. For example, if 90% of the total payloadweight of a VTOL aircraft 120 is positioned on the left side of theaircraft, the aircraft may be unsafe for take-off. The total payloadweight and payload weight distribution of a VTOL aircraft may bedetermined from one or more sensors on the VTOL aircraft, such as weightsensors (e.g., in the landing gear) and balance or orientation sensors.For example, after a payload is loaded onto an aircraft, the change inorientation and height of the aircraft can be related to the totalpayload weight and/or weight distribution of the VTOL aircraft 120.

The payload assignment module 295 can match riders to VTOL aircraft 120such that the weight distribution criteria of each aircraft issatisfied. The weight distribution criteria may be satisfied byassigning riders to aircraft such that the total payload weight (basedon weight estimates from the payload module 290) of each aircraft doesnot exceed the maximum weight thresholds of each aircraft. The weightdistribution criteria may be satisfied by assigning riders to aircraftsuch that the weight distribution of each aircraft does not exceed theweight distribution thresholds of each aircraft.

After riders are assigned to VTOL aircraft 120, riders may be reassignedbased on weight updates from the payload module 290. Riders and theirluggage can be reassigned to different VTOL aircraft and differentposition assignments. Based on the weight updates, one or more VTOLaircraft 120 may not satisfy their weight distribution criteria. Forexample, the total payload weight of the one or more VTOL aircraft 120may exceed the maximum weight thresholds of the aircraft. Thus, based onreceived weight updates, riders and their luggage may be reassigned suchthat the VTOL aircraft 120 satisfy their weight distribution criteria.For example, the seat assignments of one or more riders are reassignedto satisfy the weight distribution thresholds. The weight distributioncriteria can also include a maximum space threshold. Since VTOL aircraft120 have limited cabin and luggage space, the payload assignment module295 can consider payload dimensions when assigning or reassigning ridersto a VTOL aircraft 120. For example, the payload assignment module 295can determine if a group of payloads associated with riders arevolumetrically eligible to be assigned to a single VTOL aircraft 120.

To avoid rider confusion, in some embodiments, riders are not informedof their VTOL aircraft 120 assignments and position (e.g., seat)assignments until the likelihood of reassignment is below a threshold.For example, one or more weight updates have been received and theweight distribution criteria of the aircraft are satisfied.

The component adjustment module 297 can issue instructions that causethe adjustment of components of the VTOL aircraft 120 to modify theweight distribution of the VTOL aircraft 120. The component adjustmentmodule 297 can work in conjunction with the payload assignment module295. After payloads associated with riders are assigned (or reassigned)to positions in a VTOL aircraft, the component adjustment module 297 canissue instructions to adjust components of the aircraft to satisfy (ormore closely satisfy) the weight distribution criteria of the aircraft.The components may be adjusted and readjusted in various stages (e.g.,each time updated payload information is received) until the weightdistribution criteria of the VTOL aircraft are satisfied. For example,one or more components are adjusted based on weight estimates ofpayloads assigned to a VTOL aircraft and readjusted based on weightupdates of the assigned (or reassigned) payloads.

In some embodiments, the component adjustment module 297 issuesinstructions to adjust positions of the seats (e.g., by a few inches inany direction) relative to the body of the aircraft to modify the weightdistribution of the VTOL aircraft 120. The seats include actuators(e.g., mechanical actuators and sliders) to shift each of the positionsof the seats closer to the front or rear of the aircraft. The seat mayalso include actuators to move the seat from side to side and up or downin response to instructions from the component adjustment module 297.The seats may be adjusted before and after a rider sits in a seat. Forexample, a seat position may be adjusted based on weight estimates orupdates and readjusted after a rider sits in a seat.

The component adjustment module 297 may also issue instructions toadjust positions of luggage or luggage storage compartments relative tothe body of the aircraft to modify the weight distribution of the VTOLaircraft 120. For example, a luggage locker is shifted towards the frontof the aircraft to satisfy the weight distribution criteria of theaircraft. Additionally, other internal components, such as batteries,fuel bladders, and counterweights may be similarly shifted to modify theweight distribution of the aircraft.

In some embodiments, component adjustment module 297 can satisfy theweight distribution criteria by sending instructions to supply a fluidto internal ballast tanks (e.g., via one or more actuators). Theaircraft may include a set of distributed internal ballast tanks andfluid may be selectively distributed to the ballast tanks such that theweight distribution criteria is satisfied (e.g., the total payloadweight is evenly distributed). Among other advantages, the amount offluid in each ballast tank can be can be monitored and dynamicallyadjusted to increase VTOL aircraft safety. For example, if one or morepassengers move in the aircraft cabin during flight, a safe weightdistribution of the VTOL aircraft 120 may be maintained by adjusting thefluid levels in each tank.

In some embodiments, internal ballast tanks may be integrated into theseats of the aircraft. For example, the VTOL aircraft 120 includesstroking seats. Stroking seats are designed to reduce passenger lumbarinjury by absorbing impact forces during a vertical impact. Howeverstroking seats may only work for a limited range of passenger weights.Specifically, stroking seats may be ineffective for light weightpassengers (e.g., ranging from XX to XX pounds) due to the decreasedstroke length during impact. To overcome this, internal ballast tanksmay be integrated into the stroking seats and fluid can be supplied tothe tanks to add weight to seats with light weight passengers. Theamount of fluid in each seat can be based on the passenger weight andseat design. Thus, through internal ballast tanks, stroking seats canimprove safety for lighter passengers (e.g., children).

The fluid in the ballast tanks may be internal fluids, such as coolingfluid, fuel, oil, etc. The use of these fluids may be advantageousbecause they may already be present within the VTOL aircraft 120. Forexample, while the aircraft is recharging at a VTOL hub, cooling fluidfrom a ground tank may be cycled through the charging cable to cool theaircraft batteries.

The departure determination module 260 determines whether the VTOLaircraft 120 should take-off immediately or wait for additional riders.In various embodiments, when the rider completes boarding, aconfirmation message is sent to the departure determination module 260(e.g., via the network 170).

The departure determination module 260 balances providing the minimumpossible journey time for the rider already boarded (by leavingimmediately) with potential savings in average journey time, totalbattery usage, wear and tear, and the like, that may be realized bywaiting for additional people to be paired with the VTOL aircraft 120.In various embodiments, if the VTOL aircraft 120 is full (e.g., everyseat is taken), the departure determination module 260 instructs it toleave immediately. Otherwise, the departure determination module 260determines the likelihood that another rider will be able to be pairedwith the VTOL aircraft 120 in a threshold time period.

In one embodiment, the threshold time period is set such that, if theVTOL aircraft 120 departs at the end of that time period, the rideralready on board would still save at least the threshold amount of time(e.g., 40%) over taking ground-based transportation alone. If anotherrider has already submitted a request that may be serviced by the VTOLaircraft 120, the departure determination module 260 estimates thearrival time at the hub for that rider and, accounting for the timerequired for boarding, determines whether the VTOL aircraft 120 can waitand still save the rider who has already boarded at least the thresholdamount of time. The analysis can also consider a weight estimate of apayload associated with the rider who submitted the request and weightdistribution criteria of the VTOL aircraft 120. In the case where morethan one rider has already boarded, the departure determination module260 may perform this analysis for each boarded rider and instructs theVTOL aircraft 120 to take-off if waiting for the additional rider wouldreduce the time saved for any already boarded rider below the threshold.The departure determination module 260 may also instruct the VTOLaircraft 120 to take-off if the addition of the rider who submitted therequest would result in the VTOL aircraft failing its weightdistribution criteria (e.g., based on a weight estimate of a payloadassociated with the rider).

If no such request has been submitted, the departure determinationmodule 260 can use the demand data (e.g., retrieved from the demand datastore 240) to calculate the probability of another rider arriving at thehub with the same destination before the VTOL aircraft 120 must leave tosave at least the threshold amount of time for the rider who is alreadyboarded. The VTOL aircraft 120 may be instructed to wait if thisprobability exceeds a threshold (e.g., 80%). This threshold may be fixedor set by an operator of the transport network. Alternatively oradditionally, the rider who is already boarded may be offered a discountbased on the time spent waiting for additional riders. For example, thefee for the itinerary might be a certain amount if the rider's travelduration is reduced by 40% or more over ground-based transportation andreduced proportionally with the degree to which that target is not met(e.g., if the travel time is reduced by only 30%, the fee might bereduced by 10%). Alternatively, if the VTOL aircraft 120 initially waitsand no further riders have shown up by the time it needs to depart tosave the rider who is already boarded 40% on travel time, the VTOLaircraft may depart at that point. In another embodiment, a boardedrider may opt to pay a premium to have the VTOL aircraft 120 leavewithout waiting.

The deadheading module 270 determines if and when to relocate VTOLaircraft 120 within the transport network without riders on board. Inone embodiment, the deadheading module 270 predicts the futuredistribution of VTOL aircraft 120 in the network based on their currentposition, existing itineraries, and expected demand (e.g., a predictionof future itineraries). The future distribution of VTOL aircraft 120 canbe compared to the expected demand at each hub (e.g., as stored in thedemand data store 240). Based on the comparison, the deadheading module270 may assign a score to each hub indicating to what extent thedistribution of VTOL aircraft 120 may not meet the demand in a giventime period (e.g., the next hour). For example, a hub might have a scoreof four if the deadheading module 270 estimates that four requests willnot be serviced by a VTOL aircraft 120 in the given time period due to alack of VTOL aircraft at the hub. The deadheading module 270 may alsoassign a score to each VTOL aircraft 120 indicating the likelihood thatit will not be assigned to service any transport requests if it remainsat its current location (or at the location it is currently flyingtowards, once it has arrived).

The deadheading module 270 determines an overall cost in the network bycombining the scores for hubs that are predicted to have unmet demandand the scores indicating likelihood that a VTOL aircraft 120 willremain on the ground. The deadheading module 270 may then apply anetwork flow analysis to try and minimize the combined score. Thecomponents of the score may be weighted depending on the objectives ofthe operator of the transport network. For example, applying a lowweighting to the scores for VTOL aircraft 120 or a high weighting tohubs with unmet demand will reduce total battery at the expense ofservicing less transport requests and/or reducing the time savingsrealized and vice versa. The weightings may pre-determined or set by anoperator of the transport network. Where an operator sets theweightings, the deadheading module 270 may give the operators a choicefrom several presets, such as maximize VTOL usage, maximize transportrequest coverage, and balanced, and determine the weightings to usebased on the selected preset. In other embodiments, different approachesto determining when to relocate VTOL aircraft 120 using deadhead legsmay be used.

The demand update module 280 updates the demand data based oninformation regarding actual transport requests serviced by thetransport services coordination system 115. In one embodiment, thedemand update module 280 uses data about the transport requests servicedto build a training set and train a machine-learning module (e.g., aneural network). The demand update module 280 divides the data abouttransport requests serviced into periods of a given length (e.g., onehour) and defines a feature vector for each hub in each period. Forexample, each feature vector might include: an identifier of the hub, anhour of the day, a day of the week, a month of the year, proximity tospecial events (e.g., public holidays, sporting events, parades, etc.),maintenance information (e.g., a number of chargers or launch padsunavailable), and the like. These feature vectors can be labelled withthe actual demand (i.e., the number of transport requests serviced)through the hub in the corresponding time period. The machine-learningmodel can then be trained by minimizing a loss function to reproduce theactual demand from the feature vectors as closely as possible.

Payload Module

FIG. 3 illustrates the payload module 290, according to an embodiment.The payload module 290 can serve to improve the safety of the loading ofthe VTOL aircraft 120. The payload module 290 includes a payloadestimator 310, a payload data store 320, and a payload update module330. In other embodiments, the payload module 290 includes differentand/or additional elements. In addition, the functions may bedistributed among the elements in a different manner than described.

The payload estimator 310 receives and/or determines weight estimates ofpayloads associated with riders who have been paired with VTOLitineraries. A weight estimate is an estimate of payload associated witha rider. A payload associated with a rider is a rider's weightcontribution (e.g., any combination of the rider weight and luggageweight) to a total payload of a VTOL aircraft 120. A weight estimate caninclude an estimate of a payload associated with a single a rider.Alternatively a weight estimate can include an estimate of a payloadassociated with a group of riders. A weight estimate can also include anestimate of dimensions of a payload associated with a rider because VTOLaircraft can have different size storage compartments and cabin spaces.For example, a large suitcase filled with feathers may not present aweight problem but there may not be enough space for the suitcase in theaircraft. Based on weight estimates from the payload estimator 310,riders and their luggage may be assigned to VTOL aircraft 120.Furthermore, riders and their luggage may be assigned to locations(e.g., seats) within the VTOL aircraft 120.

Weight estimates can be determined from any number of informationsources. Among other sources, weight estimates can be determined fromrider submissions. For example, a rider may submit (e.g., through aclient device 140) their luggage weight and dimensions. Weight estimatesmay be based on a predetermined estimate. For example, a weight estimatecan be assigned to a payload associated with a rider that corresponds tothe average weight of a child or an adult. Weight estimates can be basedon weight data stored (user permissions allowing) in the rider profilestore 210 or the payload data store 320. For example, a rider weightsubmission may be stored for reference so that the rider does not needto provide a new submission for each VTOL itinerary. In another example,a weight measurement taken during a previously completed VTOL itinerarymay be stored in the payload data store 320 and used as a weightestimate. Weight estimates may be based on additional criteria, such asday of the week, time of day, month, proximity in time/location tospecial events or holidays, weather conditions, etc. For example, ridersmay have more (or heavier) luggage when traveling during weekends thanduring weekdays. In another example, riders may have heavier luggageclose to national holidays. In some embodiments, weight estimates (orweight updates) are based on pictures or video voluntarily submitted bya rider. For example, after a rider submits a picture or video, anobject identifier (e.g., enabled by a neural net or some otherclassification algorithm) can estimate the weight and volume of therider's luggage.

The payload update module 330 receives and/or determines weight updatesof payloads associated with riders assigned to VTOL itineraries. Aweight update is an update to a weight estimate of a payload. A weightupdate of the payload can be a result from a direct weight measurementor rider submission provided the rider permits such access. For example,weight scales located at hubs can be used to determine weight updatesfor payloads associated with riders. In another example, a weightestimate of a rider's bag (e.g., based on dimensions or historicalluggage weight) is updated as a result of a rider submission. Any numberof weight updates may be received prior to take-off. Weight updates canbe used by the payload assignment module 295 to reassign riders todifferent VTOL aircraft 120 and seat positions. For example, the weightestimate associated with a rider en route to a hub might be based uponthe rider's submission. Based on the weight estimate, the rider isassigned to a VTOL aircraft 120. However, after receiving a weightupdate (e.g., a scale weighed the rider's luggage), the rider and theirluggage may be assigned to a different VTOL aircraft 120 or a differentseat on the same VTOL aircraft. In some embodiments, weight updates arereceived once riders are on board the VTOL aircraft 120. For example,weight and balance sensors in the VTOL aircraft determine one or moreweight updates. If weight estimates include the combined weight of arider and their luggage, in some embodiments, weight updates decouplethe weight of a rider from the weight of their luggage to furtherfacilitate ensuring safe payload distribution. For example, a weightupdate (e.g., determined once riders are seated and their luggage isstored in a luggage compartment) determines the weights of the ridersand the weight of their luggage.

The payload data store 320 is one or more computer-readable mediaconfigured to store weight data (this weight data may be referred to ashistorical weight data) in accordance with user permissions. The payloaddata store 320 stores weight data such as weight estimates and weightupdates. The weight data may be used to determine weight estimatesassociated with riders paired with VTOL itineraries. For example, aweight update associated with a rider from a completed VTOL itinerarymay be used as a weight estimate when the rider is paired with anotherVTOL itinerary. For a given rider and in accordance with userpermissions, the payload data store 320 can store multiple weightentries. For example, a rider traveling during the weekend may havelighter luggage than when the rider travels during weekdays. In someembodiments, the payload data store 320 is a part of the rider profilestore 210.

In some embodiments, the payload module 290 uses historical weight datato build a training set and train a machine-learning module (e.g., aneural network) to determine weight estimates. A feature vector caninclude: rider weight submissions, rider characteristics, an identifierof the hub, an hour of the day, a day of the week, a month of the year,proximity to special events (e.g., public holidays, sporting events,parades, etc.), weather conditions, and the like. These feature vectorscan be labelled with weight updates (e.g., measured by a scale) throughthe hub in the corresponding time period. The machine-learning model canthen be trained by minimizing a loss function to reproduce the weightupdates from the feature vectors as closely as possible.

FIG. 4 is an illustration of riders 420 and their luggage 430 beingvoluntarily weighed on a scale 401, according to an embodiment. Theweighing process is part of the process to facilitate ensuring safeloading of a VTOL aircraft 120. The illustration includes four riders420 and three separate pieces of luggage 430 being weighed on the scale410. The scale 410 can be a different size and/or shape than the scale410 illustrated in FIG. 4.

The scale 410 can be used to determine one or more weight updates ofpayloads associated with riders 420. The scale 410 is a sensor thatdetermines the weight of payloads placed on the scale 410. For example,the scale 410 is a floor plate weight sensor. The scale 410 can belocated at a hub and used during the boarding process. For example,payloads associated with the riders 420 are weighted before boarding aVTOL aircraft 120. Scales 410 can also be located at or near securityscanners, boarding gates, ticket counters, VTOL aircraft 120 landingpads, etc.

In some embodiments, VTOL aircraft 120 include scales. For example, aVTOL aircraft 120 includes scales in the landing gear such that thetotal payload weight and weight distribution can be determined onceriders and their luggage are inside the VTOL aircraft 120. This may beuseful because different options for redistributing weight are availablefor the rider and the luggage. For example, as described above, therider's seat may be moveable whereas the luggage may be moved from onecompartment to another (e.g., on the other side of the VTOL aircraft120).

Example VTOL Aircraft

FIG. 5 illustrates an electric VTOL aircraft 120, according to anembodiment. In the embodiment shown in FIG. 5, the VTOL aircraft 120 isa battery-powered aircraft that transitions from a vertical take-off andlanding state with stacked lift propellers to a cruise state on fixedwings.

The VTOL aircraft 120 has an M-wing configuration such that the leadingedge of each wing is located at an approximate midpoint of the wing. Thewingspan of a VTOL aircraft 120 includes a cruise propeller at the endof each wing, a stacked wing propeller attached to each wing boom behindthe middle of the wing, and wing control surfaces spanning the trailingedge of each wing. At the center of the wingspan is a fuselage with arider compartment that may be used to transport riders and/or cargo. TheVTOL aircraft 120 further includes two stacked tail propellers attachedto the fuselage tail boom.

During vertical assent of the VTOL aircraft 120, rotating wingtippropellers on the nacelles are pitched upward at a 90-degree angle andstacked lift propellers are deployed from the wing and tail booms toprovide lift. The hinged control surfaces tilt to control rotation aboutthe vertical axis during takeoff. As the VTOL aircraft 120 transitionsto a cruise configuration, the nacelles rotate downward to a zero-degreeposition such that the wingtip propellers are able to provide forwardthrust. Control surfaces return to a neutral position with the wings,tail boom, and tail, and the stacked lift propellers stop rotating andretract into cavities in the wing booms and tail boom to reduce dragduring forward flight.

During transition to a descent configuration, the stacked propellers areredeployed from the wing booms and tail boom and begin to rotate alongthe wings and tail to generate the lift required for descent. Thenacelles rotate back upward to a 90-degree position and provide boththrust and lift during the transition. The hinged control surfaces onthe wings are pitched downward to avoid the propeller wake, and thehinged surfaces on the tail boom and tail tilt for yaw control.

FIG. 6 is a schematic diagram of seat positions in a VTOL aircraft 120,according to an embodiment. The diagram includes a cockpit door 610,cockpit walls 620, cabin doors 630, a pilot seat 640, passenger seats650, and a storage area 660. Furthermore, each seat includes armrests670 and a back 680. The size, shape, number, and arrangement of objectsof the VTOL aircraft 120 may be different than illustrated. For example,there may be more or less seats within the VTOL aircraft 120. In anotherexample, one or more seats may face the rear of the VTOL aircraft 120.

FIG. 7 illustrates views of the seat positions illustrated in FIG. 6,according to an embodiment. The diagram includes a top view 710, sideview 720, and rear view 730 of the seat positions. Additionally, theside view 720 and rear view 730 include model riders 750 sitting at theseat positions.

Payloads are assigned in order to meet criteria for safe loading of thevehicle. Based on weight estimates of payloads associated with riders,the riders can be assigned to passenger seats 650 in the VTOL aircraft120. Based on weight updates of payloads associated with riders, theriders can be reassigned to different passenger seats 650 in the VTOLaircraft 120 (or a different VTOL aircraft) in the event the originalassignment does not result in a weight distribution within the safetycriteria. As described above, in some embodiments, the weightdistribution of the VTOL aircraft 120 is modified by adjusting thepositions of seats within the aircraft. The seat positions can beadjusted to adjust the weight distribution to meet the weightdistribution thresholds of the VTOL aircraft 120. For example, a seatincludes mechanical sliders to shift a seat closer to the front or rearof the aircraft 120.

In addition to passenger seats 650, the VTOL aircraft 120 can includeluggage compartments. In some embodiments, based on the weight estimatesor updates of the luggage, the luggage can be assigned and reassigned tolocations within the luggage compartments to satisfy weight distributioncriteria of the aircraft 120. For example, heavier luggage may beassigned to the storage area 660 or under the passenger seats 650 (e.g.,to lower the center of gravity of the aircraft 120). Additionally, asdescribed above, the positions of luggage and luggage compartments canbe modified (e.g., by one or more actuators). Furthermore, otheraircraft components, such as ballast tanks, counterweights, and fuelbladders may be adjusted to alter the weight distribution of theaircraft.

Example Methods

FIG. 8 is a flow chart illustrating a method 800 for dynamicallyassigning payloads associated with riders to VTOL aircraft, according toan embodiment. The method 800 can facilitate safe operation of the VTOLaircraft by ensuring that the VTOL aircraft is loaded in a safe manner.The steps of method 800 may be performed in different orders, and themethod may include different, additional, or fewer steps.

Vertical take-off and landing (VTOL) aircraft transport requests arereceived 810. Weight estimates of payloads associated with riders arereceived 820. A weight estimate of a payload can be based on at leastone of a rider submission and a weight measurement determined prior tothe rider submitting a VTOL aircraft transport request. A weightestimate of a payload may be based on at least one of a day of the weekand a time of the day.

Payloads associated with the riders are assigned 830 to a VTOL aircraftbased on the weight estimates of payloads associated with the riders andweight distribution criteria of the VTOL aircraft. The total weight ofthe VTOL aircraft satisfies the weight distribution criteria of the VTOLaircraft, and the total weight of the VTOL is determined from the weightestimates.

Weight updates are received. The weight updates include updated weightsof the payloads associated with the riders. In some embodiments, theweight updates are determined, prior to the riders boarding the VTOLaircraft. In some embodiments, the weight updates are determined,subsequent to the riders boarding the VTOL aircraft.

Payloads associated with the riders are reassigned 850 based on theweight updates and the weight distribution criteria. The total weight ofthe VTOL aircraft satisfies the weight distribution criteria of the VTOLaircraft, and the total weight of the VTOL is determined from the weightupdates. In some embodiments, reassigning the payload includes changinga designated location for luggage associated with the rider.

The weight distribution criteria can include a weight distributionthreshold, and reassigning the payload associated with the riders caninclude assigning riders to seats within the VTOL aircraft based on theweight estimates and the weight distribution threshold of the VTOLaircraft. A weight distribution of the VTOL aircraft may not exceed theweight distribution threshold of the VTOL aircraft, and the weightdistribution of the VTOL aircraft can be determined from positions ofthe seats within the VTOL aircraft and the weight estimates of payloadsassociated with the riders.

In some embodiments, reassigning the payload associated with the ridersincludes reassigning riders to different seats within the VTOL aircraftbased on the weight updates and the weight distribution threshold of theVTOL aircraft, wherein the weight distribution of the VTOL aircraft aredetermined from the positions of the seats within the VTOL aircraft andthe weight updates of payloads associated with the riders.

In some embodiments, the weight distribution of the VTOL aircraft ismodified by adjusting positions of the seats within the VTOL aircraft tolower the weight distribution of the VTOL aircraft below thedistribution threshold of the VTOL aircraft. In some embodiments, theweight distribution of the VTOL aircraft is modified by adjustingpositions of the riders' luggage or internal components of the VTOLaircraft.

FIG. 9 is a flow chart illustrating a method 900 for adjusting aninternal component of a VTOL aircraft, according to an embodiment. Thesteps of method 900 may be performed in different orders, and the methodmay include different, additional, or fewer steps.

Payload information for a vertical take-off and landing (VTOL) aircraftis received 910. The payload information includes a weight andassignment location of one or more payload items. The payloadinformation any combination of a weight estimate, one or more weightupdates, and one or more assigned positions of payloads within the VTOLaircraft. In some embodiments, the payload information is received, atleast in part, from a rider submission.

Weight distribution criteria for the VTOL aircraft are retrieved 920from a data store.

An adjustment of a weight distribution of an internal component of theVTOL aircraft is determined 930 based on the payload information and theweight distribution criteria.

An instruction is sent 940 to an actuator to change the weightdistribution of the internal component according to the determinedadjustment.

In some embodiments, the internal component is a seat of the VTOLaircraft and the adjustment of the weight distribution includes anactuator changing a position of the seat, the change of position basedon the payload information and the weight distribution criteria.

In some embodiments, the internal component includes a ballast tank, andwherein adjusting the weight distribution comprises filling the ballasttank with an amount of fluid, wherein the amount is based on the payloadinformation and the weight distribution criteria. In some embodiments,the ballast tank is integrated into a seat of the VTOL aircraft. In someembodiments, the fluid is a coolant.

Computing System Architecture

FIG. 10 is a high-level block diagram illustrating an example computer1000 suitable for use within the computing environment 100. The examplecomputer 1000 includes at least one processor 1002 coupled to a chipset1004. The chipset 1004 includes a memory controller hub 1020 and aninput/output (I/O) controller hub 1022. A memory 1006 and a graphicsadapter 1012 are coupled to the memory controller hub 1020, and adisplay 1018 is coupled to the graphics adapter 1012. A storage device1008, keyboard 1010, pointing device 1014, and network adapter 1016 arecoupled to the I/O controller hub 1022. Other embodiments of thecomputer 1000 have different architectures.

In the embodiment shown in FIG. 10, the storage device 1008 is anon-transitory computer-readable storage medium such as a hard drive,compact disk read-only memory (CD-ROM), DVD, or a solid-state memorydevice. The memory 1006 holds instructions and data used by theprocessor 1002. The pointing device 1014 is a mouse, track ball,touch-screen, or other type of pointing device, and is used incombination with the keyboard 1010 (which may be an on-screen keyboard)to input data into the computer system 1000. The graphics adapter 1012displays images and other information on the display 1018. The networkadapter 1016 couples the computer system 1000 to one or more computernetworks.

The types of computers used by the entities of FIGS. 1 through 9 canvary depending upon the embodiment and the processing power required bythe entity. For example, the transport services coordination system 115might include multiple computers 1000 working together to provide thefunctionality described. Furthermore, the computers 1000 can lack someof the components described above, such as keyboards 1010, graphicsadapters 1012, and displays 1018.

While particular embodiments and applications have been illustrated anddescribed, it is to be understood that the invention is not limited tothe precise construction and components disclosed herein and thatvarious modifications, changes and variations which will be apparent tothose skilled in the art may be made in the arrangement, operation anddetails of the method and apparatus disclosed herein without departingfrom the spirit and scope of the present disclosure.

What is claimed is:
 1. A method, comprising: receiving payloadinformation for a particular vertical take-off and landing (VTOL)aircraft of a plurality of VTOL aircraft, wherein the payloadinformation includes: a weight of a rider assigned to a seat within acabin of the particular VTOL aircraft, the seat having a first seatposition and a second seat position; and a weight of a payload itemassociated with the rider, the payload item having an assigned locationwithin a storage compartment of the particular VTOL aircraft, thestorage compartment being separate from the cabin of the particular VTOLaircraft; retrieving weight distribution criteria for the particularVTOL aircraft; determining an adjustment to a weight distribution of theparticular VTOL aircraft based, at least in part, on the payloadinformation and the weight distribution criteria; sending a firstinstruction to a payload actuator to change the assigned location of thepayload item within the storage compartment from a first payloadposition to a second payload position according to the determinedadjustment; and sending a second instruction to a seat actuator toadjust a position of the seat within the cabin of the particular VTOLaircraft from the first seat position to the second seat positionaccording to the determined adjustment.
 2. The method of claim 1,wherein the payload information is received, at least in part, from arider submission.
 3. The method of claim 1, wherein the second payloadposition is determined subsequent to the rider sitting in the seat ofthe particular VTOL aircraft.
 4. The method of claim 1, furthercomprising adjusting the weight distribution by causing a ballast tankto be filled with an amount of fluid, wherein the amount of fluid isbased, at least in part, on the payload information and the weightdistribution criteria.
 5. The method of claim 4, wherein the ballasttank is integrated into the seat of the particular VTOL aircraft.
 6. Themethod of claim 4, wherein the fluid is a coolant.
 7. The method ofclaim 1, further comprising forecasting a power requirement of theparticular VTOL aircraft based, at least in part, on the payloadinformation.
 8. A method, comprising: receiving payload information fora particular vertical take-off and landing (VTOL) aircraft of aplurality of VTOL aircraft, wherein the payload information includes: aweight of a rider assigned to a seat within a cabin of the particularVTOL aircraft, the seat having a first seat position and a second seatposition; and a weight of a payload item associated with the rider, thepayload item having an assigned location within a storage compartment ofthe particular VTOL aircraft, the storage compartment being separatefrom the cabin of the particular VTOL aircraft; retrieving weightdistribution criteria for the particular VTOL aircraft; receiving sensorinformation indicating a weight distribution of the particular VTOLaircraft; determining an adjustment to the weight distribution of theparticular VTOL aircraft based, at least in part, on the payloadinformation and the weight distribution criteria; sending a firstinstruction to a payload actuator to change the assigned location of thepayload item within the storage compartment from a first payloadposition to a second payload position according to the determinedadjustment; and sending a second instruction to a seat actuator toadjust a position of the seat within the cabin of the particular VTOLaircraft from the first seat position to the second seat positionaccording to the determined adjustment.
 9. The method of claim 8,wherein the payload information is received, at least in part, from arider submission.
 10. The method of claim 8, wherein the position of theseat is adjusted subsequent to the rider sitting in the seat.
 11. Themethod of claim 8, further comprising adjusting the weight distributionby causing a ballast tank to be filled with an amount of fluid, whereinthe amount of fluid is based, at least in part, on the payloadinformation and the weight distribution criteria.
 12. The method ofclaim 11, wherein the ballast tank is integrated into the seat of theparticular VTOL aircraft.
 13. The method of claim 11, wherein the fluidis a coolant.
 14. The method of claim 8, further comprising forecastinga power requirement of the particular VTOL aircraft based, at least inpart, on the payload information.
 15. A computer system, comprising: oneor more processors; and a memory storing instructions that, whenexecuted by the one or more processors, perform operations, comprising:receiving payload information for a particular vertical take-off andlanding (VTOL) aircraft of a plurality of VTOL aircraft, wherein thepayload information includes: a weight of a rider assigned to a seatwithin a cabin of the particular VTOL aircraft, the seat having a firstseat position and a second seat position; and a weight of a payload itemassociated with the rider, the payload item having an assigned locationwithin a storage compartment of the particular VTOL aircraft, thestorage compartment being separate from the cabin of the particular VTOLaircraft; retrieving weight distribution criteria for the particularVTOL aircraft; determining an adjustment to a weight distribution of theparticular VTOL aircraft based, at least in part, on the payloadinformation and the weight distribution criteria; sending a firstinstruction to a payload actuator to change the assigned location of thepayload item within the storage compartment from a first payloadposition to a second payload position according to the determinedadjustment; and sending a second instruction to a seat actuator toadjust a position of the seat within the cabin of the particular VTOLaircraft from the first seat position to the second seat positionaccording to the determined adjustment.
 16. The computer system of claim15, wherein the payload information is received, at least in part, froma rider submission.
 17. The computer system of claim 15, wherein theposition of the seat is adjusted subsequent to the rider sitting in theseat.
 18. The computer system of claim 15, further comprising adjustingthe weight distribution by causing a ballast tank to be filled with anamount of fluid, wherein the amount of fluid is based, at least in part,on the payload information and the weight distribution criteria.
 19. Thecomputer system of claim 18, wherein the ballast tank is integrated intothe seat of the particular VTOL aircraft.
 20. The system of claim 15,further comprising instructions for forecasting a power requirement ofthe particular VTOL aircraft based, at least in part, on the payloadinformation.